Gas-engine.



IVI. L. WILLIAMS.

GAS ENGINE. APPLICATION FILED IAN.2, I9I3. RENEWED IIINE II. 1917.

Patentd Mar. 25, 1919.

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M. L. WILLIAMS.'

GAS ENGINE. APPLICATION FILED IAII.2. I9Is. IIENEWED IUNEII. 1917.

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GAS ENGINE. l

APPLICATION FILED IAN. 2. I9I3. REIIEWED )UNE II. |917.

Patented Mar. 25, 1919.

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M. L. WILLIAMS.

GAS ENGINE.

. v APPUCATIG-N FILED JAN-2,1913- RENEWED )UNE Il, 1917- 3.,@989132. Patented Mar. 25,1919.

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,Suh as .to provide a maximum port area at MARTIN WILLIAMS, OFSOUTH BEND, INDIANA, ASSIGN'OR, BY MESN ASSIGNMENTS, T0 AMERICAN SLEEVE-VALVE MOTOR COMPANY, A CORPORATION 0F DELAWARE.

easlENGINE.

Application -led January 2, 1913, Serial No. 739,632. I 'Renewed June 11,y 1917. Serial No. 174,165.

To all whom t may concern:

lBe it known that I, MARTIN L. Williams,

a citizen of the United States, residing in y. the city of South Bend, county of St. Josephl` improved thereof;

and State of Indiana, have invented certain new and useful Improvements in Gras-Engines, of which the following is a specification. y

rl`his invention relates to improvements in gas engines and refers more particularly to a four cycle gas engine of the single sleeve rotary valve type. an improvement of the invention shown, de-

- scribed and claimed in myapplication, Se

rial No. 723,851, filed October 1th, 1912.

In the presentinvention the cylinders are provided at both their upper and lower ends with inlet and exhaust ports which are controlled by a single rotary valve sleeve provided at either end withports, common to the inlet and exhaust ports at the-respective The arrangement is both ends of the cylinder without unduly weakening either the cylinders or the sleeve walls; and in which the sleeve is driven in timed relation with the operation of the cylinder piston. i

Among the salient objects of the invention are to provide an improved construc- 'tion of cylinder which insures absolute accuracy inthe position of the cylinder ports, whereby they will also register in properly timedrelation with the ports of the rotary sleeve; to provide a construction in which the cylinder, cast in the ordinaryl way, is

counterbored to receive at either end a flat port ring, the ports of which were. previously milled out to accurately register with the ports of the rotary valve sleeve; to provide -a construction which reduces the friction between the sleeve and cylinder wall to a minimum, 'and at the same time affords ample lubricating space, for the working' parts; to provide a construction in which 4the wearing parts can be readily removed f and replaced at nominal cost without` affecting the main construction of the cylinder;

to provide a construction which. is particularly characterized by the accuracy of alinement of the working parts and in general toprovide a simple and improved construction of the character referred to.

Y The invention consistsin the matters here- The present invention is f pointed out in the appended claims.

v In the drawings inafter described and more particularly Specification of Letters Patent. Patented lWaIQZ'fQg.

' Figure 1 is a vertical sectional view of mygas vengine showing one cylinder Fig; 2 isa vertical sectional view taken on lines 2-'2 of Fig. land looking in thexdirec- Paris on lines 1--41 of Fig. l and looking in the direction of the arrows on the same scale as Fig. 3; i

Fig. 5 is a :vertical sectional view of the Valve sleeve and cylinder head; f

Fig. 6 is a horizontal sectional view of the sleeve showing the ports inthe upper end;

Fig. 7 at the lower end; Fig. 8 is a fragmentary detail view showing the partition wall at the upper end of the cylinder laid out flat; f l

Fig. 9 is a similar view of the partition at is a similar view showing the ports the Vlower end of the cylinder which divides the inlet and exhaust chambers.

In the drawings shown in Figs. 1 and 2,

the piston is shown at the end of the intake stroke, and in the remainingiigures the parts are shown in the same relation.

Referring to the drawings- 1 designates the crank case, 2 the shaft, 3 .the balance wheel, VOn the crank shaft 2 is mounted a spur gear 4 connected to another spur gear 5 by a chainvdrivef. The gear 5 is mounted on a rotary shaft 7 journaled in, suitable bearings in the crank case, and to this shaft 7 is secured a worm gear, and at the upper end of the crank case is secured a piston cylinder 9. Within the cylinderV is mounted a rotary valve sleeve 10 on the lower end of which is secured a. worm gear l1. A piston 12 ,slides within the vr0- tary sleeve 10 and is secured to the crank shaft by means of a pitman 18 in the usual manner.-

Within the upper end 'of the cylinder is a detachable cylinder head 14, the lower 'end of which fits within the sleeve 10. The cylof annulaiinletl chambers 34Jind 35, at the .in c

n the cylinder Wall and into an annular chainbei' 29. The water passes from the Water jacket to the inner chamber 29 by means oit a series of conduits 30 formed in the' cylinder. F rom the chamber 29 the Water passes through ports 3l ,into a second Water chamber 32 formed in the cylinder head. A. delivery or discharge pipe 33 is connected to. the second Water jacket Around the cylinder Wall is formed a pair upper and lower ends ot' the cylinder respectively. Gas is delivered 'to these chambers, by means of an inlet manifold 3G which con nects with a main inlet pipe 37. Around the cylinder is also formed a pair of annular ex haust chambers 38 and 39 respectively. These chambers are arranged immediately beneath the inlet chambers 34 and 35. The exhaust gases from these chambers 38 and 39 pass to a 'main exhaust passage 40 by means of a manifold 4l. The upper inlet and exhaust passages 34 and 38 are divided by staggered partition Wall 42. This parti `tion, Wall is staggered or provided With alternately offset portions' in` order to cause the exhaust and inlet. conduits hereinafter described. to register with the respective inlet and exhaust chambers. lt is to be noted that the passages 30 between the Water jacket and Water chamber 29 pass throughthis bridge Wall 42. The loiver inlet chamber and exhaustBQis similarly divided by a staggered partition Wall 43. This partition Wall 43 does not however, have any ivatcr passage Ways through it as does the upper bridge Wall -Tlie exhaust and inlet passages are so arranged that they are open at their inner ides except for the port rings hereinafter described.

Describing these port rings7 the upper end of the cylinder is slightly counterbored to permit` the insertion of a ring 42 which lits tightly Within the counterbo'redA portion of the cylinder referred to. This port ring 42 is provided with a series of circumferentially extending equi-spaced inlet ports 44 alternately arranged relative to similar exhaust ports 45. In the present instance there are six ofthese inlet ports and six exhaust ports at the upper end of the cylinder. rll`he inlet ports 44 are narrower 'than theV exhaust ports 45 for a purpose hereinafter described, and it is to benoted that both these inlet and `exhaustports are longer vertically than horizontally.

` The lower end of the cylinder is similarly counter bored to receive a second port or guide ring 43, which forms a tight :tit with the cylinder Wall. This port ring 43 is like theuppcr ring 42.

ivise provided vwith six inlet ports 48 and six exhaust ports 49 alternately disposed as 'in The ports in the' lower ring, in contra-distinction to the poits'previously described, are longer horizontally than vertically, and the exhaust ports 49 are slightly larger than the inlet ports 48. These rings 42 and 43 are so arranged as to close the inner sides of their respective inlet 'and exhaust chambers except `it'or the portsin the rings just described.

The internal diameter .ofA the cylinder is 1 slightly in excess of the internal diameter of the port rings 42 and 43 so as to leave a slight clearance space betvvcenthe outer Wall or the rotary valve sleeve and the cylinder l Wall as Shown at 44, after described.

Describing novv the ports inthe rotary valve sleeve, at the upper'end of the sleeve are six circumt'eientially extending ports 50, 50V which ports are spaced equi-distant apart as shown in Fig. 6. These ports 50 are of the same height and Width as the exihaust ports 45 in the ring 42 in the upper end oi' the cylinder. The lowerl end of the for a purpose herein sleeve is provided With the same number of A circumferentially extending ports 5l which are of the saine height and lWidth as the exhaust ports in tlieportring 43. lt is to be notedthat the ports 50 at the upper end of the sleeve are odset, or in other Words, donot lie in the same vertical planeas the in the lower end of theI sleeve. A

The arrangement of these ports is such that all of the ports 50 in the upper end oi the sleeve simultaneously register With all of the inlet. ports in the upper port ring '42 and the same is true With lreference to the exhaust ports in the port ring 42. In exactly the saine manner the ports 5i in the sleeve simultaneously register with either the inlet or exhaust ports in the lower port ring 43. The. sleeve is geared to the crank shaft by a one to twelve reduction so that the sleeve will rotate, for exainple, one hundred times While the crank shaft i'nales twelve portsk iic hundred rotations. Accordingly, the sleeve makes one .twenty-fourth of a revolution While the piston travels from the bottom to the top of the cylinder or vice versa.

As is seen more clearly in Fig. 5, that portion of the sleeve between the upper and loiver ports 5'() und 5l, is provided exterior-k ally with an annular recess 52, which together with the cylinder Wall forms the an nular space 44 heretofore referred to. This clearance space 44 not only inaterally reduces the friction or bearing surface between the sleeve and cylinder but also serves as an excesslubricating poclret. To further i'educe the bearing surface between the sleeve and the cylinder, the former is Provided with a second annular recess between the loiver ports 51 and the vannular shoulder 54 izo as shown more clearly in Fig. 5. The space between the annular recess 53 and lowei` bearing ring 43', forms a second vexcess lubrieating pocket 55. ,v

One of the main advantages of the port rings 42 4and 43, is that these rings Vare formed independent of the cylinder proper, and accordingly the ports in these rings' can be milled out much more accurately than would be possible if they were cast with the cylinder. Furthermore, these bearing rings can be readily removed 'and replaced withl out in any waydisturbing or affecting the l possible.

.Describing now the operation of the engine, as the piston starts down Von .the first intake stroke, the ports in the upper end of' the cylinder register with the inlet p orts -in` the port ring and aV relatively small charge of gas rushes into the cylinder.` At this time the exhaust portsin the upper port ring are closed; the ports in the lower ring being of course closed by the piston 'and as the piston descends on the intake stroke it creates a vacuum drawing in gas through the upper 'inlet port.A These upper inlet ports are,

. however, not sufficiently large to let in a ful.

charge of gas; accordingly,- as the'piston reaches the end of its intake stroke it 'unf covers the inlet ports in the lower ring and the main `charge of gas rushes into the cylinder byreason of the vacuum created'` on the intakestroke of the piston. The rotationl of the sleeve is so timed relative to the crank shaftthat the ports in the lower end ofthe sleeveregister with 4the-inlet portsv inthe lower ring and of course close VtheY` fexhaust ports inv the'k lower bearing ring. yAsffthe piston starts up on 'its compression 'stroke it coversV all'rof the ports -in the lower f end of the cylinder.' .Atthis time the'sleeve i is jrotated suiilicie'iitly` to'cover Aboftli'v'the inlet and exhaust portsiii the uppervport ring.' The sleeve sflf'so arrangedthatgthese ports willremain closed,`not only during-'the compression stroke, but during the power stroke. As the pistn approaches thel end of the power'stroke the sleeve vis rotatedsothat the ports at, its lower end register withfthe eX- haust ports in the lower port ring while the?v "inlet ports vin this lowerportring are closed. @At vthe same timelthe upper exhaust ports.l

are open and reniain open until the piston finishes its'scavenging stroke. a During the scavenging stroke the inlet ports-,attire up-A per bearing ring are of course closed. On

the .next stroke. or intake of the piston the upper inlet ports are uncovered, the upper v exhausts closed and the cycle'takes place as before.

The invention is not limited to the details of construction shown except as set forth in'theappendedl claims.

I claim as my invention:

1. In a four ycycle gas engine, -thecom'- bination with a cylinder, of a port `ring either end of said cylinder, the internal diameter of said cylinderbetween said rings being slightly less than the diameter of said rings, a valve sleevel rotating in said cylinderand provided With ports at its upper.v

and lower enda'dapted to register with'theports of said rings,l a piston reciprocating` in sleeve and piston in timed relation. y

2. In a four cycle gas engine, the combination with a cylinder. structure having inlet and exhaust Aports at its upper and lower said sleeve -and means for actuating said l ends respectively, the internal" diameter of 'said cylinder structure being less at an intermediate portion of said cylinder struc-d ture than at the ends'thereof, avalve sleeve rotating in said cylinder structure vand having ports registering with the inlet andV exhaust ports of said cylinder vvstructure, a piston reciprocating in said sleeveandmeans for-'actuating saidsleeve and piston n l relation.

3. In a four cycle gas engine, the combinail tion with a cylinder structure having inlet? and exhaust ports, o-f a valver sleeve ,rotating'f ieol in said cylinder and having a` plurality,off"

inlet and exhaust ports, the opposed wallsA` of said cylinder and sleeve being receased-` to Y form an' intermediate annulark lubricating pocket, a piston reciprocating in said sleeve and means `for actuating said piston vand sleeve in timed relation.

In a four cyclefgas engine,utheulconi` f bination with a cylinder' provided with ini' let and exhaust passages, a rotary'fjvalve sleeve having inlet andexhaust .ports cooperating with the inletand exhaust passages of said cylinder, an annular ported bearin' f member interposed 'between said sleeve an saidv cylinder, a vpiston reciprocating in said'v .sleeve and means for. actuating said piston andsleeve in timed' relation.

5, In a foiirlcycle gas engine, the combination with acylinder provided with inlet and erating with the inlet and exhaust passages` of said cylinder, annularl ported bearing 'members interposed between either end of Said Ysleeve and said cylinder, and means fr said sleeve at a reducedv speed relative to the speed of said piston.

6. In a four cvcle gas engine, the combinaexhaust passages at either end, a rotary valve sleeve having inlet and exhaust ports* cop; i

,actuating said piston, and means for rotating tienwith a eyiinciei having iniet enti nbanst passages, a rotary ported valve sleeve rotating in said cylinder,annular bearing members interposed between. said Cylinder at the upper and lower end of the latter and sleeve, a piston ieeipimsating; in ,said sleeve yand means for actuating said sleeve and pistween saisi bearing rings forming with eeicit sleeve en emniian lubricating epeee and means for actuating said piston and rotating said sleeve in timed relation.

8. n a :tour eyele gas engine, the. combination with a member having inlet and exhaust ports, of'a second membei` moving therein, and havingr a plurality of ciicumfeientially distributed inlet and exhaust ports, bearing members interposed between said first mentioned members, a piston reciprocating in said. members and means for actuating said piston and said movable membeiu in timed relation. f

MARTIN L. WILLIAMS. litnesses:

HORACE E. Elzen, J. G. Wieeme. 

